Railway-signal.



No. 684,88l. Patented Oct. 22, l90l.

H. B. TAYLOR.

RAILWAY SIGNAL. (Application filed Aug. 7, 1900.

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(No Model.)

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I No. sa4,ss|. Patented out. 22,1901.

H. B. TAYLOR.

RAILWAY SIGNAL.

(Application filed Aug. 7, 1900.) (No Model.) 3 Sheets-Sheet 2.

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. H. B. TAYLOR.

RAILWAY SIGNAL.

(Application filed Aug. 7, 1900.) 7 (N 0 Model.) 3 Sheets-Sheet 3.

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UNITED STATES PATENT OFFICE.

HERBERT BTTAYLOR, OF NEWARK, NEW JERSEY.

RAILWAY-SIGNAL.

SEECIFIGATION forming part of Letters Patent No. 684,881, dated October22, 1901. Application filed A ngust 7, 1960. Serial No. 26,128. (nomodel.)

T0 at whom it may concern;-

Be it known that I, HERBERT B. TAYLOR, a citizen of the United States,residing at Newark, in the county of Essex and State of New Jersey, haveinvented certain new and useful Improvements in Railway-Signals, ofwhich the following is a specification.

This invention relates to improvements in railway signal apparatus andsystems; and its object is to provide a signal more simple inconstruction and operation and more sensitive to the action of thecont-rolling devices, and therefore affording a much greater degree ofsecurity to trains depending on them.

This particular invention relates to irnprovements in systems using thethree-position signal and also to improvements in some parts of themechanical devices. I prefer, however, to use for directly actuating thesignals the apparatus shown in United States Letters Patent No. 646,714,granted to me April 3, 1900, with such changes in circuits and detailsas are necessary to insure the accurate working of this invention. Theinvention comprises, in combinatio with the apparatus described in theaforesaid Letters Patent, a semaphore or other signal capable ofoccupying three different positions, a new feature being that the signalis held normally at the caution position, although with the properchanges in the circuits the signal may be operated on the normal safetyor normal danger plan. The advantage of the norn1al caution over theother mentioned systems is apparent, as a train-runner is alwaysproceeding with. caution. If signals are out of order or sections aheadoccupied, the signal will not stayat caution, but will automaticallyassume the danger position, giving the engine runnera positivestopsignal. It a train is approaching a cautionsignal at a very highrate of speed and secso controlled, it is well adapted to manual controlwherein such control consists in clo s ing the motor and clutch circuitby hand, the

release beifig effected'e'ithar by t'he operator or by the trainfitself.v

Referring to the accompanying drawings, Figure l is a sectional rear'view, and Fig. 2 is a side View, partly in section, of the signal, bothshowing a hollow construction of the sign al-support. Fig. 3 is adetailed diagram of all the apparatus pertaining to a single signal,showing said signal in its normal position. Fig. 4 is a system diagramshowing several of the units of Fig. 3 with several of the minor detailsomitted for simplifying the description.

In Figs. 1 and 2 the support or post is shown as a tube, although asolid post may be used and the apparatus placed on the outside, as inthe ordinary construction. post or support, mounted on box-base 2,preferably of iron, the upper end of tube 1 being surmounted with awheel-casing 11, which is covered with weather-cap 3. Signal-arm 4 ismounted on shaft or pivot 5, which is suitl is the'signal v ably mountedin bearings located in" or secured to casing 11. This signal-arm hasrigidly connected therewith the safety and danger screens 4 4 ofsuitably-colored glass, which in extreme positions of the said arm comein front of the lantern 1, while in an intermediate position of thesignal-arm the light shows unobstructed, indicating cauare connectedwires or rods 9 and 10, thus do ing away with considerable chain. In thebase 2 of the signal is mounted the actuating mechanism secured to shelf12, which is bolt ed to the casing 2 and which carries a bracket 13 forsupporting the actuating mechanism. This actuating mechanism is thatdescribed in Patent No. 646,714., above referred to, and

is composed of a motor M and double wormgearing engaging with a magneticclutch.

The motor is mounted on shelf 12. The magnetic clutch is composed ofmagnet 14 and armature 15, which are mounted on shaft 16, journaled inbearings 17 on the bracket 13. Magnet 14 is secured to shaft 16 andturns with it. Armature 15 is loosely mounted on shaft 16 and is adaptedto turn said shaft only when magnet 14 is energized and the motor isrunning. A sprocket-wheel 18 is rigidly secured to shaft 16, and chain21, passing around sprocket-wheel 18, is connected with the ends of thewires 9 and 10, thus forming an endless driving-belt. A turnbuckle 27may be arranged in either of the Wires 9 or 10 for taking up any slackin said drivingbelt. Idler-wheel 24 is loosely journaled in casing 2 andforms a guide for chain 21 for the same reason as stated for idler 8. Asheave-wheel 19 is also rigidly secured to shaft 16, and a chain 22,carrying counterweights 23, is fastened to wheel 19, so as to turn backthe shaft 16 when the clutch is released. An idler 25 is shown forguiding the chain 22 to a point away from bracket 13; but it may bedispensed with and chain 22, with counterweights 23, be permitted tohang directly from sheave-wheel 19. In either case the counterweightexerts the same leverage in all positions of the signal. the signal andcontrols themagnetic-clutch devices and circuits, as shown in Fig. 3.Suit- .amount of surface in actual magnetic conable means, such as anopening with weathertight cover, may be provided for each of the casings11 and 2, so that the difierent parts of the mechanism may be inspectedand adjusted.

Referring to Fig. 3, 4 represents the signalarm; 14, the magneticclutch, which for the purpose of simplifying the description is shownmounted on the same shaft as the signal-arm, thus omitting the chain andwires and sprockets. 14 is the magneticclutch energizing coil, and 14 isthe residual magnetism neutralizer or dissipator or demagl tact 39, wire59, lever 60 of relay 33, contact netizing-coil. Coil 14 may be used asthe demagnetizing-coil, if desired, by reversing the direction of thecurrent through it. This, however, would necessitate more complicateddevices for controlling the circuits and would therefore be moreexpensive than two coils. Track-section X is energized normally bybattery 28, which feeds through the rails w and relay 29, holdingarmature against stop and holding open the ci-rcuitat contact 31.Section A,Which is controlled bysignalA, has a battery 28 connectedacross the rails, said battery energizing relay 33 and holding itsarmature against its poles or stops and closing circuits 'atcontacts 34,35, and 36 and holding circuit open at contact 37. Relay 38 is energizedby a battery 32*, the circuit from said battery being controlled by thearmature of relay 33", which opens and closes contact 36", relay 33being energized by battery 23 across the rails of the section B inadvance of section A. When contact 36 .is closed, relay 38 is energizedand holds its armature as'there is no change in the circuits. Switch 26is actuated by 1 nal in this position is very small, being only againstthe stop, closing circuits at contacts 39 and 40. The switch 26 isactuated by insulated pins 41 42 43, located at proper points on theperiphery of magnet 14. Normally, as shown, the blade of switch 26engages with contact 45, but under different conditions may engagecontact 44 or 46. Double switch 47 is actuated by pin 42 and is normallyopen at contact 43 and closed at contact 49, but when moved by pin 42contact 48 is closed and 49 opened. The function of this switch will behereinafter explained. M represents the operating-motor and may be ofany desired type. L is the source of electrical energy for operating thesignal motor and clutch.

The operation of the different devices shown in Fig. 3 is as follows: Inthe normal caution position, as shown, the clutch-magnet which holds thesignal in said position is energized by a circuit from battery L, wires50 and 51, lever 52 of magnet 33, contact 35, wire 53 to switch 26,thence through switch-blade 26 to contact 54 and wire 55 to energizecoil 14, thence by wire 56 to negative side of battery L. Itwilltherefore be seen that the signal will remain in this position so longThe amount of energy required to hold the sigone-tenth of a watt, owingto the great tact between the clutch and its disk armature. We willassume now that the sections in advance of A are all clear and that atrain enters section X or that the current through i relay 29 isotherwise interrupted. Armature 30 of relay 29 drops back and closes thecircuit at contact 31. This starts the signaloperating motor and shiftsthe signal to the clear or vertical position.

51, lever 52., contact 35, wire 53, switch 26, contact 45, wire 57,lever 58 of relay 38, con- 34, wire 61, armature 30 of relay 29, contact31, wire 62 to motor M, thence by wire 56 to battery L. As the signalapproaches the clear position insulated pin 42 on magnet 14.

engages switch 26 and shifts its blade from contact 45 to 46. As theswitch-blade, which still has a circuit to the positive side of batteryL, strikes contact 46, which is a long contact, it energizes the magnetcoil 14 through a new circuit independent to some extent of the onedescribed above. follows: from switch 26 to contact 46, wire 63, lever64 of relay 38, contact 40, wires 65 and 66 to contact 54, wire 58 tocoil 14, thence back to battery L by same circuit as before. It will beseen that before the clutch-circuit is broken at 45 it is made at 46, sothat there is no deenergizing of the magnet 14 or slipping of' itsarmature 15. The object of this change of circuit will be fullyexplained directly. If new magnet 33", section B, becomes deenergizedfor any reason, magnet The circuit is as follows: from battery L throughwires 50 and It is as.

will also become deenergiz'ed. Suppose that a train should enter sectionB from point Z while section A is still clear. Magnet 33 would bedenergized, breaking the circuit of battery 32 at contact 36",deenergizing magnet 38. The armaturebf magnet 38 would drop away fromits poles and open contacts 39 and 40. This action would break thecircuit 'by way of contact 46 at'contact 40, deenergizing clutch-magnet14 temporarily. This permits the signal, with the weight of itscounterweight, to start to move to the danger position but it isarrested at the intermediate or caution position by the action of pin 41in throwing switch 26 back, the contact 54 again completing the othercircuit through magnet 14, which is then energized and locks the signalin that position. In addition to the counterweight for returning thesignal to this position a circuit through demagnetizing-coil 14 inmagnet 14 is closed in the following manner: As lever 64 of magnet 38 isreleased it falls against contact 67, while switch 26 is still oncontact 46, and the current flows from contact 46 through wire 63, tolever 64, contact 67, wires 68 and 69, contact 49 on switch 47, wire 70,and through coil 14 to return-wire 56, in a reverse direction to that ofcoil 14, demagnetizing magnet 14 and allowing the signal to move veryrapidly until switeh 26 is moved by pin 41 to contact 45,whereby contact46 is opened ,deenergizing the demagnetizing-circuit and restoring thecircuit through the clutch-magnet coil 14*, which acts as aninstantaneous break and stops the signal from further movement. Thebreaking power of this magnet is very great,owing,as before mentioned,to the frictional contact. In fact, I depend on the amount of surface incontact rather than on the density of the magnet-flux for this holdingpower, and it will be seen that the demagnetizing-coil may be of veryhigh resistance, using about one twenty-fifth of v a watt, this beingquite sufficient energy to reverse the direction of the magnetic flux inmagnet 14. Before, however, the direction of the magnetic flux in magnet14 is reversed a condition of absolute neutrality exists which permitsan entirely free movement of the signal, and as the signal returns sorapidly the demagnetizing-circuit is opened before the reversal of theflux can take place, and in the event of a reversal of the flux beforethe sig* nal assumes the correct position the very small magnetic pullexerted, owing to the small magnetomoti-ve force, is far from sufficientto overcome the effect of the counterweight. Now assume that thetrain-in section B enters section A or that a train in section X enterssection A. Magnet 33 becomes deenergized, releasing its armature andopening the several circuits at contacts 34, 35, and 36 and closing acircuit at contact 37, and the result is as follows: The circuit fromthe positive side of battery L to the switch 26, as before described, isopened, denergizing the motor-circuit and circuit of clutch-magnet14,

and at the same time current flows from battery L through wires and 51,lever 71 of magnet 33, contact 37, wires 72 and 69, contact 49 of switch47, wire 70, and through the demagnetizing-coil back to negative side ofbattery L, permitting the signal to return to the danger or horizontalposition. The signal in returning brings pin 42 in contact with arm ofswitch 47, which projects into its path, closing contact 48 and openingthe demagnetizing-circuit at contact 49. This action brings into effectthe brakingcircuit as follows: Current from positive pole of battery Lflows by wires 50 and 73 to long lever of switch 47, which is insulatedfrom the short lever of same switch, contact 48, wire 74 to contact 54,and wire through coil 14 thus energizing magnet 14 and retarding thesignal. Before the signal comes to rest, however, pin 42 becomesdisengaged from switch 47 opening the brake-circuit at 48 and closes thedemagnetizing-circuit at 49, permitting the signal to come to restagainst a positive mechanical stop placed at a suitable point. If newsection A is cleared, the signal will automatically assume the cautionposition again by the reenergizing of magnet 33. If section B be alsocleared, the signal-circuits are in such condition that a train enteringstation X or section B will cause the signal to move to safety ordanger, respectively.

Fig. 4 shows a-railway-track divided into sections or blocks X A B O D,with signalstations A B G D at the junction of the blocks or sectionsarranged asshown in' Fig. 3, except that I have purposely omitted thecircuits pertaining to the demagnetizing-coil and also the retarding orbrake circuit,as they are fully explained in the foregoing descriptionof Fig. 3. It will be seen that section A is occupied or blocked bywheels '3 and track-battery 28 is short-circuited through wheels andaxles, denergizing magnet 33 and breaking-the circuit from battery L tomotor M and magnets 14 of signal A, which therefore has raised todanger. The bridging of the rails of this section A also denergizesmagnet 29 permitting its armature 30 to fall against contact 3l*,whichcloses'the circuit from batteryL ofsignal B through wire 50, lever 52 ofmagnet 33 contact 35, wire 53, to switch 26, (which normally rests oncontacts 45 and 54,) from switch 26 by contact 45, wire 57, lever 58 ofmagnet 38, contact 39, wire 59, lever 60 of magnet 33, contact 34, wire61, lever 30, contact 31, wire 62 through motor, and wire 56 to thenegative side of battery. Also part of thecurrentleaves the switch 26 atcontact 54, wire 55, coil of'ma,,- net 14, wire 56, back to battery,energizing said magnet and locking the signal B in the position to whichit is shifted bythe actuating-motor--namely, the safety or clearposition. When the signal has movednearly to the clear position, theinsulated pin 42 engages with the end of switch 26 and shifts saidswitch from contact- 45 to 46. In such case the motor-circuit is brokenat 45; but the m agnet-circuit is still maintained through contact 46,wire 53, lever 64: of magnet 38, contact 40, wire 65, contact 54, wire55, to magnet, as before. This magnetic circuit will be maintained untilthe train enters section B, when battery 28 will be short-circuited andmagnet 33 deenergized and contacts 3-]: and 35 are opened, cutting offbattery-current from switch 26 of signal B. At this same time the sameaction would take place at station 0 as that in the foregoingdescription of section 13, provided sections 0 and D were unoccupied;but as section D is occupied signal 0 will remain at the caution (orsafe one block only) position. As will be seen, a clear signal cannot beobtained, as battery 28 is short-circuited and magnet 33 deenergized.The armature of said magnet falling away from the poles of the magnetopens the contact 36, thus breaking the current from battery 32 anddeenergizing magnet 38. action opens the motor-circuit and clutchmagnctcircuit of section 0 at contacts 39 and t0. Therefore the motor cannotactuate the signal 0 further until section D is cleared, when magnet 38will be energized. It will be noticed that the clearing of the signalfor a single block-2'. 6., the movement of the signal from danger tocaution position-is effected by the action of the relay adjacent to thesignal, while the clearing of the signal for two or more blocks iseffected by the joint action of three relays adjacent to the signal, oneof them being dependent upon the action of a relay in a succeedingsection. It will be observed that any break in the rail-circuits willrender inoperative the signal which is governed by that circuit, at thesame time setting the signal to the danger position, thus removing thepossibility of false signals and permitting the operation of trains athigh speeds, which is very desirable. If desired, one rail of the blocksX A. B (J D, &c., may be a common battery-return, in which case thebatteries 32, due. may be connected from the negative side to said rail,as shown and described in my Patent No. (146,714.

Having now described my invention, what I desire to secure by LettersPatent is- 1. In a signal system, the combination of a three-positionsignal having a mechanical bias to danger, of means for operating saidsignal to move it away from danger position, and a single locking meansfor holding the signal either in a safety position or the intermediatecaution position, normally operative track-circuits and connectionscontrolling said locking means to normally hold the signal in cautionposition, and normally inoperative track-circuits and connectionsadapted to control said locking means to hold the signal in safetyposition.

2. In a railway signal system the combination of a single signal adaptedto occupy three positions at different times dependent upon theexistence of three conditions of the This blocks or sections into whichthe track is divided, a single actuating mechanism for shifting saidsignal to or from any of the said posi' tions, and a single combinedclutching and locking device for holding the signal to the actuatingmechanism while being shifted and for locking said signal in theposition to which it is shifted and for automatically releasing saidsignal when conditions permit.

8. In a signal system the combination of a three-position signal,anactuating mechanism for shifting the signal to or from any of the threepositions, a combined magnetic clutch and lock adapted to connect thesignal with the actuating mechanism while being shifted and to lock thesignal in the position to which it is shifted, a circuit and source ofelectric energy therein for the magnetic clutch or look adapted toenergize said clutch while the signal is moving from the danger to thecaution position and while the signal is in caution position, saidcircuit being controlled by track devices in the block preceding saidsignal, another circuit for the said magnetic lock energizing said lookwhile the signal is moving from caution to clear position and while inthe clear position, said circuit being controlled by track devices in ablock or section succeeding said signal, and blocks or sectionscontaining the said track devices into which the track is divided.

i. In a railway signal system the combination of a three-positionsignal, an electrical actuating mechanism and source of energy incircuit therewith a combined magnetic clutching and locking device, asource of electrical energy supplying both the said magnetic clutchingand locking device and the actuating mechanism, for moving said signalfrom the caution to clear position, a relayin a track-circuit precedingsaid signal, controlling said actuating mechanism and locking device,and a relay in a track-circuit succeeding said signal, controlling thesame actuating mechanism and locking device for moving said signal fromdanger to caution position and holding said signal in said position,substantially as shown and described.

5. The combination of a signal adapted to occupy the danger, caution, orclear position, an actuating mechanism for moving the signal to any ofthe said positions, a single magnetic clutch connection for holding thesignal to the actuating mechanism while being shifted, and for lockingsaid signal in any of the three positions to which it is shifted and twoseparate electrical currents, dependent upon track-circuits in separateblocks or sections, for controlling said magnetic clutching connectionfor different parts of the signal movement.

6. In a signaling apparatus, the combination of a signal and anoperating-motorltherefor, of a single combined electromagneticclutching, locking and braking means, comprising two magnetic membersmechanically connected respectively to the motor and the signal, circuitconnections, comprising an energizing-coil for said magnetic members, torelease or look the signal to the motor, and circuit connections,controlled by the signal mechanism and comprising an energizing-coil ofthe magnetic clutch and locking device,

adapted to energize the clutch just before the signal reaches the dangerposition to prevent any sudden jar on the mechanism-and to deenergizethe clutch as the signal reaches the danger position.

'7. The combination of a signal adapted to be moved to and held in thedanger, caution or clear posit ion, an electrical actuating mechanismfor effecting said movements, a combined magnetic clutch and lockingmechanism for holding the said signal in the said positions twoseparately-controlled circuits for the said magnetic locking mechanismanother separate circuit for the locking mechanism under control of thesignal for retarding or braking the signal in its movements from clearor caution to the danger position, and means actuated by the signal forencrgizing said retarding-circuit.

8. In a signaling apparatus, a signal, means for shifting said signal, amagnetic locking device for holdingthe signal in the position to whichit has been shifted and comprising two magnetic members connectedrespectively to the shifting means and to the signal, acontrolling-circuit including a portion arranged in energizing relationto one of said magnetic members to energize the locking device, andanother controlling-circuit comprising a portion arranged in denergizingrelation to the same magnetic" member, to neutralize the residual effectof the first-named circuit and insure release of the lock.

9. In a signaling apparatus, the combination of a signal, asignal-actuating mechanism, a magnetic clutch between the signal and itsactuating mechanism and comprising two magnetic members amagnetizing-coil arranged on one of said members, and ademagnetizing-coil arranged on the same member and adapted to neutralizethe magnetization of said member by the first-named coil, means forenergizing one of said coils to energize the clutch, and means forpassing current through the other of said coils to denergize the clutch.

10. In a signaling apparatus, the combination of a signal, asignal-operating mechanism, a single magnetic clutch'and locking devicefor connecting the said signal with the operating mechanism and forholding the signal in any position to which it is shifted, said magneticclutch comprising two magnetic members and energizing and denergizingmeans for one of said members, and circuits for controlling the saidenergizing and deenergizingmeans for said clutch and adapted to energizethe clutch member and subsequently, by a reverse magnetization todenergize the same.

11. The combination of atrack divided into a track-circuit in the blockor section in ad- Vance of said signal, means for shifting the signal tothe safety position said means being controlled by a track-circuit inthe block or section preceding said signal and by a trackcircuit in ablock or section succeeding the section in advance of said signal, andmeans for shifting the signal to danger position under control of atrack-circuit in the block or section adjacent to said signal.

12. Thecombination of a track divided into blocks or sections, a signaladapted to indicate danger when the block succeeding said signal isoccupied, to indicate caution when the block succeeding said signal isclear and to indicate safety when two blocks succeeding said signal areclear, means for normally holding the signal in a position indicatingthat the block immediately succeeding the signal is clear saidmeansbeing controlled by a track-circuit in the block succeeding saidsignal, means for shifting the signal to a position indicating that twoblocks in advance of said signal are clear, said means being controlledby two track-circuits jointly, one circuit embracing the sectionpreceding said signal and the other circuit embracing the second sectionin advance of said signal, and means for shifting the signal to aposition indicating that the block succeeding said signal is not clear,said means being controlled by a track-circuit embracing the sectionsucceeding said signal.

13. In a signaling apparatus, the combination with a signal adapted tooccupya danger, safety and an intermediate caution position of a singlecombined clutching and locking device for holding the signal inengagement with its shifting mechanism and for retaining the signal inthe position to which it is shifted, said device being controlled by twoseparate track-circuits in blocks or sections preceding and succeedingsaid signal, mechanism for shifting the signal to or from any of thethree positions and for normally retaining the signal in theintermediate position, said mechanism being also controlled by the saidtrack-circuits, and blocks or sections for the signals containing thesaid trackcircuits.

14. The combination ofa three position signal, a mechanism for shiftingthe signal to a position showing the condition of the two blocksimmediately in advance of said signal, a magnetic device for holding thesignal in the said position, a track-circuit for controlling said deviceand shifting mechanism from the block preceding said signal, the saiddevice also being adapted to hold the signal in a position indicatingthe condition of one block in advance of said signal, track-circuits inthe two blocks succeeding said signal, and means controlled thereby forreleasing the signal from the two said positions and blocks or sectionspreceding and succeeding said signals into which the track is divided.

15. The combination of a signal adapted to occupy danger, caution andclear positions, and to assume normally the intermediate cautionposition, an electromagnetic clutch energized by a circuit for holdingthe signal in the normal position and the same clutch energized byanother circuit for holding the signal in the clear position, means forshifting the signal, and trackcircuits embracing blocks or sectionspreceding and succeeding the said signal for controllingtheclutch-circuits and shifting means.

16. In a railway signaling apparatus, the combination of a signal, ashifting mechanism for the signal, electromagnetic means for holding theshifting mechanism in engagement with the signal, electromagnetic meansfor locking the signal in the position to which it is shifted, andelectromagnetic means for releasing the signal from its shiftingmechanism and retarding the signal in its return from the shiftedposition, all of said means being combined in asingle device controlledby track-circuits in blocks or sections into which the track is divided.

17. In a railway signaling apparatus, the combination of athree-position signal, an actuating mechanism for the signal, acombinedmagnetic clutch and lock for connecting the actuating mechanism with thesignal and holding the signal in the position to which it is shifted,circuits and source of energy for energizing said magnetic clutch andlook and for the actuating mechanism, and a switch actuated by thesignal mechanism for opening and closing the signal and clutch circuitsas the signal changes its position, and for changing the circuitconnections from a condition adapted to arrest the signal at oneposition, to a condition adapted to arrest the signal at anotherposition, so that when the signal reaches any one of the threepositions, it is by means of said switch put under the control ofcircuit connections controlling its movement to otherpositions.

18. In a signaling apparatus, the combination of a signal, a motor forchanging the po sition of the signal, an electromagnetic device adaptcdto retard the signal when re-' turning from the safety position, andcarrying two magnetic members attached respectively to the signal and toa part moving with the motor, and means under control of the signal forenergizing and deencrgizing said retarding device.

HERBERT B. TAYLOR.

\Vitnesses:

